CN102032300B - Control of parallel reaction brakes in a transmission - Google Patents
Control of parallel reaction brakes in a transmission Download PDFInfo
- Publication number
- CN102032300B CN102032300B CN201010292024.0A CN201010292024A CN102032300B CN 102032300 B CN102032300 B CN 102032300B CN 201010292024 A CN201010292024 A CN 201010292024A CN 102032300 B CN102032300 B CN 102032300B
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- Prior art keywords
- break
- torsion
- brake
- speed
- moment
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/3003—Band brake actuating mechanisms
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/08—General details of gearing of gearings with members having orbital motion
- F16H57/10—Braking arrangements
Abstract
A method for controlling brakes of an automatic transmission including a first brake arranged in parallel with an overrunning brake between a planet pinion carrier and a housing, includes using the overrunning brake to provide brake torque equal to or less than a reference brake torque under positive torque conditions, increasing a torque capacity of the first brake when brake torque is greater than the reference brake torque, and fully engaging the first brake.
Description
Technical field
Present invention relates in general to a kind of Planetary Gear Transmission (planetary gearing) of the automatic transmission for motor vehicle, and, more specifically, relate to and control a kind of friction brake be arrangeding in parallel with overrunning brake.
Background technique
Typically, automatic transmission comprises uni-directional brake (OWB), produces asynchronous 1-2 hang high gear and 2-1 extension low gear as the reaction member in a gear between a gear and two gears, and it b referred to as again overrunning brake.Reaction member for a gear has recently input torque of high moment of torsion, therefore needs the uni-directional brake that volume is large, quality heavy, price is high.
Increase is a quantity for transmission gear ratio, and this has increased the torque ratio on reaction uni-directional brake.As follows for thering is the torque ratio of a gear on reaction member of speed changer of a series of ratio coverages: 4 speed ~ 1.8,5-speed ~ 2.1,6-speed 2.4,8-speed ~ 2.7.Obvious more greatly, the heavier and more expensive uni-directional brake of torque ratio needs increasing.
One gear reaction uni-directional brake be arranged in parallel with hydraulic driving friction brake conventionally, and it engages and keep off in operating engine braking is provided in one of manual selection with reversing gear.Although this break can have the torque capacity (torque capacity) of enough carrying one gear moments of torsion, its quantity required torque ratio in reversing gear that is necessary for the following speed ratio being produced by speed changer is determined size: 4-speed ~ 3.32,5-speed ~ 3.8,6-speed ~ 4.6,8-speed ~ 5.9.
Summary of the invention
A kind of for controlling the method for the break of automatic transmission, wherein, automatic transmission is included in the first break be arrangeding in parallel with overrunning brake between planet pinion carrier and shell, described method comprises: under positive-torque condition, utilize overrunning brake to provide and be equal to or less than the break moment of torsion with reference to break moment of torsion, when break moment of torsion is greater than with reference to break moment of torsion, increase the torque capacity of the first break, and engage the first break completely.
Break control strategy has improved and has surmounted or the durability of unidirectional control gear arrangement (for example rocking bar uni-directional brake in planetary gear unit), and produces high-quality asynchronous 1-2 and 2-1 shift occurances.
Braking control to allow in high moment of torsion event procedure to use first or hydraulic brake and overrunning brake at a gear, and does not affect asynchronous 1-2 and 2-1 shift occurances.
Because being subject to the impact of hydraulic brake, the Maximum Torque being transmitted by uni-directional brake reduces, so the cost of uni-directional brake, weight and packaging volume also reduce.
Typically, uni-directional brake only one or 2 work, cause the skew of abnormal support and higher tooth load, and hydraulic brake typically works around planet carrier 360 degree, cause normal offset manner and improved tooth load in planet carrier.Planet carrier skew reduces and gear robustness is improved.
By following detailed description, claim and accompanying drawing, will be appreciated that the range of applicability of preferred embodiment.Although will be appreciated that specification and specific embodiment have illustrated first-selected embodiment of the present invention, be only that the mode illustrating by way of example provides.Concerning person of ordinary skill in the field, the various variations of described embodiment and example and modification will be apparent.
Accompanying drawing explanation
Illustrate by reference to the accompanying drawings and with reference to following, the present invention will more easily be understood.
Fig. 1 is for comprising the cross section of a part of dynamic assembly of the automatic transmission of Ravigneaux gear train (Ravigneaux gear set).
Fig. 2 represents the tactful logical flow chart for the friction brake shown in control graph 1.
Embodiment
With reference to Fig. 1, the Ravigneaux type planetary pinion assembly 10 being arranged in gearbox case 12 comprises: the first and second sun gear (not shown)s; Be supported the planet pinion carrier 14 for rotating around axle 16; Long pinion shaft 18, each long pinion shaft is around axle 16 interval and being bearing on frame 14 angularly; Long planetary pinion 20, each long planetary pinion, around axle 16 interval angularly, is supported for rotating on one of long pinion shaft 18 and meshing with one of first sun gear; Short and small gear shaft 22, around axle 16 interval and being bearing on frame 14 angularly; One group of short planetary pinion 24 being supported for rotating on short and small gear shaft 22 and meshing with secondary sun wheel and long small gear 20; And with 20 engagements of long small gear and with the ring gear 26 of sun gear and small gear 20,24 coaxial settings.The integral ring-shaped gear assembly that comprises ring gear 26, disk 27 and output shaft 28 is supported for rotating around axle 16.
Frame assembly 14 comprises the first dish 30; The second dish 32 with the first dish axially spaced-apart; And be arranged on the 3rd between end disk 30,32 dish 34.Frame dish 30,32,34 supporting planetoid axles 18,22, planetoid 20,24 is supported respectively thereon for rotating.
Gearbox case 12 is formed with axial splines tooth 40 at internal surface, the external spline teeth engagement forming on the circumferential edges of the outer shroud 42 of spline tooth 40 and or overrunning brake 44 unidirectional at rocking bar.Annular guide channel on the interior ring 46 of break 44 is engaged by frame dish 32.The U.S. 7,383, No. 930 patents disclose structure and the operation with break 44 similar rocking bar overrunning clutchs.
Low/oppositely hydraulic driving friction brake 50 comprises: dish 52, dish 52 outward edges at them and shell 12 splined; And plate 54, be inserted with dish 52 therebetween and in their telophragma 34 splined of inward flange and frame 14.Servopiston 55 axially moves right to force dish 52 and plate 54 to produce mutual rubbing contact.Because outer shroud 42 does not have the possible of axial displacement, so the power of driven plunger works on shell 12.
Overrunning brake alternately engages, to guarantee that the assembly of dynamic arrangements can not rotate in a direction of opposite shell 12, thereby and overrunning brake separation with the assembly that dissociates, freely rotate in the opposite direction.When the speed of the first assembly is greater than the speed of the second assembly in one direction, free wheel device alternately engages to guarantee that two assemblies of dynamic arrangements can not relatively rotate, and when the speed of the second assembly is greater than the speed of the first assembly, thereby free wheel device separation rotates assembly with the assembly that dissociates relative to each other.
Referring now to Fig. 2, it is illustrated in high moment of torsion event procedure, thus a gear utilize hydraulic pressure low/plugging device 50 remains on acceptable value by the torque loads on uni-directional brake 44 and reduces the control strategy departing from of planet carrier 14.
In step 60, test to determine that whether speed changer is in a gear operation.If the result of test 60 is logical falsehood, in step 62, stop parallel auxiliary control.If test 60 result is logical truth, in step 64, OWB 44 is in power stream mode, and starts that parallel break is auxiliary to be controlled.
In step 66, test to determine at a gear whether need engine braking, that is, a gear is (1M) manually selecting or (1A) automatically selecting.
If test 66 result is false, show not need engine braking, and speed changer is at gear 1A, in step 68, under low positive-torque condition and negative torque condition, break 50 keeps separated, and the speed of output shaft 28 is greater than 250 rpm.The upper limit of low positive-torque condition is half of Maximum Torque preferably.In order to prepare reverse engagement, in step 68, under low positive-torque condition and negative torque condition, by applying full stroke pressure, make break 50 full strokes, and output speed is less than 250 rpm.In step 68, under higher positive-torque condition, break 50 is all engaging to provide parallel break auxiliary under output speed completely.
Under positive-torque condition, moment of torsion is sent to wheel by output shaft 28 from motor.Under negative torque condition, for example, when vehicle goes down the hill to travel, moment of torsion is sent to motor by output shaft 28 from wheel.In negative torque conditioning process, uni-directional brake 44 surmounts.
As to being applied to the response of value of the pressure of the servocylinder that starts servopiston 55, break 50 alternately engages with separated.Full stroke pressure is to be applied to this servo value with downforce, thereby this pressure makes by servopiston 55, dish 52 and plate 54 are moved to mutual rubbing contact and do not transmit moment of torsion by break the clearance between them is eliminated.When full stroke pressure is present in the servocylinder that starts piston 55, low/plugging device 50 does not have in fact moment of torsion transfer capability.
In step 70, test to determine whether the transformation from negative torque condition to positive-torque condition occurs based on engine torque signal.
If the result of test 70 is false, in step 72, the breakout pressure in break 50 remains on low value to stop engine braking.
If the result of test 70 is true, in step 74, monitor the transmission gear ratio surmounting, be greater than the ratio of the first gear ratio.Limit pressure change rate in low/plugging device 50 until the first gear ratio produces.For stoping, from the possible collision of low reverse brake device 50 or moment of torsion, to disturb be essential for this, possible collision or the moment of torsion meeting of interference from low reverse brake device 50 increase engine speed, and than increasing engine speed by engine combustion moment of torsion, the transformation from negative torque to positive-torque is fast in the increase of such engine speed.
If the result of test 66 is true, show engine braking be needs and speed changer at gear 1M, in step 76, keep break 50 at all moment full strokes, maintain torque capacity enough in break 50 to tackle all negative torque conditions, and do not allow slipping of brake.For positive-torque condition, maintain pressure in break 50 just in time higher than full stroke pressure, until the break reaction torque being carried by uni-directional brake 44 surpasses the auxiliary needed break moment of torsion of parallel break, the auxiliary needed break moment of torsion of parallel break is called as with reference to break reaction torque.
Skew and NVH effect in frame 14 is used, also with reference to the Endurance limit of one-way rocker break 44, required working life, intensity and performance characteristics, determine with reference to break reaction torque.
In step 78, testing to determine whether needs separated low/plugging device 50, for example, ought order from a gear and hang high gear.If the result of test 78 is very, and no matter whether speed changer is keeping off 1M or gear 1A operation, in step 80, the pressure that starts low/plugging device 50 is reduced to a value, when this value, dissociates and complete breakaway detents.
Regulation according to Patent Law, is illustrated preferred embodiment.But, it should be noted that and can also implement the alternate embodiment different from the embodiment who describes in detail and describe.
Claims (7)
1. for controlling a method for the break of automatic transmission, wherein, this automatic transmission is included in the first break be arrangeding in parallel with overrunning brake between planet pinion carrier and shell, it is characterized in that, described method comprises following steps:
(a), under positive-torque condition, utilize overrunning brake to provide and be equal to or less than the break moment of torsion with reference to break moment of torsion;
(b), when the break moment of torsion of overrunning brake carrying surpasses with reference to break moment of torsion, increase the torque capacity of the first break; And
(c) engage the first break completely.
2. method according to claim 1, is characterized in that, step (a) further comprises makes the first break full stroke.
3. method according to claim 1, is characterized in that, further comprises (a) and under negative torque condition, utilizes the first break to produce break moment of torsion.
4. method according to claim 1, is characterized in that, further comprises separated the first break to allow gearshift to occur.
5. method according to claim 1, is characterized in that, further comprises:
Under negative torque condition, when current shift is produced automatically by speed changer, utilize overrunning brake that break moment of torsion is provided;
When the speed of output shaft is greater than predetermined speed, complete separated the first break; And
When output shaft speed is less than predetermined speed, make the first break full stroke.
6. method according to claim 5, is characterized in that, further comprises:
Under positive-torque condition, engage the first break completely and no matter output shaft speed.
7. method according to claim 5, is characterized in that, further comprises:
If situation about changing from negative torque condition to positive-torque condition occurs, the change rate of the torque capacity of restriction the first break, until be equivalent to a gear of speed changer through the speed ratio of speed changer.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US12/574,102 US8298122B2 (en) | 2009-10-06 | 2009-10-06 | Control of parallel reaction brakes in a transmission |
| US12/574,102 | 2009-10-06 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102032300A CN102032300A (en) | 2011-04-27 |
| CN102032300B true CN102032300B (en) | 2014-12-03 |
Family
ID=43823623
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201010292024.0A Active CN102032300B (en) | 2009-10-06 | 2010-09-26 | Control of parallel reaction brakes in a transmission |
Country Status (2)
| Country | Link |
|---|---|
| US (1) | US8298122B2 (en) |
| CN (1) | CN102032300B (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1831359A (en) * | 2005-03-10 | 2006-09-13 | 福特全球技术公司 | Automatic transmission carrier assembly including an overrunning brake |
| CN101144537A (en) * | 2006-09-13 | 2008-03-19 | 加特可株式会社 | Failure detection device for automatic transmission |
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| US2830472A (en) * | 1955-06-01 | 1958-04-15 | Curtiss Wright Corp | Two speed transmission supercharger drive |
| US3150544A (en) * | 1963-04-25 | 1964-09-29 | Avco Corp | Multi-speed gear reduction transmission |
| US5514044A (en) * | 1990-01-18 | 1996-05-07 | Antonov Automotive North America B.V. | In-series automatic transmission modules directly responsive to torque |
| US6071274A (en) * | 1996-12-19 | 2000-06-06 | Ep Technologies, Inc. | Loop structures for supporting multiple electrode elements |
| US6287233B1 (en) * | 1999-11-23 | 2001-09-11 | General Motors Corporation | Powertrain with a five speed planetary transmission |
| JP3608480B2 (en) * | 2000-06-30 | 2005-01-12 | 日産自動車株式会社 | Hill hold device for automatic transmission |
| JP2002039224A (en) * | 2000-07-31 | 2002-02-06 | Honda Motor Co Ltd | One-way clutch |
| US6827664B2 (en) | 2001-11-15 | 2004-12-07 | General Motors Corporation | Transmission |
| JP3846438B2 (en) * | 2003-03-17 | 2006-11-15 | トヨタ自動車株式会社 | Control device for friction engagement device for vehicle |
| JP4211723B2 (en) * | 2004-10-14 | 2009-01-21 | トヨタ自動車株式会社 | Hydraulic control device for automatic transmission |
| WO2006059754A1 (en) * | 2004-11-30 | 2006-06-08 | Aisin Aw Co., Ltd | Automatic speed changer |
| KR100634616B1 (en) * | 2004-12-22 | 2006-10-16 | 현대자동차주식회사 | A 6th-speed power train of an automatic transmission |
| JP5200532B2 (en) * | 2007-12-28 | 2013-06-05 | アイシン・エィ・ダブリュ株式会社 | Transmission |
| US8092330B2 (en) * | 2009-09-18 | 2012-01-10 | Ford Global Technologies, Llc | Control for an automatic transmission |
-
2009
- 2009-10-06 US US12/574,102 patent/US8298122B2/en active Active
-
2010
- 2010-09-26 CN CN201010292024.0A patent/CN102032300B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1831359A (en) * | 2005-03-10 | 2006-09-13 | 福特全球技术公司 | Automatic transmission carrier assembly including an overrunning brake |
| CN101144537A (en) * | 2006-09-13 | 2008-03-19 | 加特可株式会社 | Failure detection device for automatic transmission |
Non-Patent Citations (2)
| Title |
|---|
| JP特开2002-13560A 2002.01.18 * |
| JP特开2002-39224A 2002.02.06 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN102032300A (en) | 2011-04-27 |
| US8298122B2 (en) | 2012-10-30 |
| US20110082003A1 (en) | 2011-04-07 |
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